Control system for an all-wheel drive electric vehicle

ABSTRACT

Electric vehicles and, more particularly, a control system for an all-wheel drive electric vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present U.S. Utility Patent Application claims priority pursuant to35 U. S.C. §120 as a continuation of U.S. Utility application Ser. No.14/862,609, entitled “CONTROL SYSTEM FOR AN ALL-WHEEL DRIVE ELECTRICVEHICLE”, filed Sep. 23, 2015, issuing as U.S. Pat. No. 9,527,406 onDec. 27, 2016, which is a continuation of U.S. Utility application Ser.No. 14/281,679, entitled “CONTROL SYSTEM FOR AN ALL-WHEEL DRIVE ELECTRICVEHICLE,” filed May 19, 2014, now U.S. Pat. No. 9,162,586, which is acontinuation of U.S. Utility application Ser. No. 13/866,214, entitled“METHOD OF OPERATING A DUAL MOTOR DRIVE AND CONTROL SYSTEM FOR ANELECTRIC VEHICLE,” filed Apr. 19, 2013, now U.S. Pat. No. 8,761,985,which is a divisional of U.S. Utility application Ser. No. 12/782,413,entitled “DUAL MOTOR DRIVE AND CONTROL SYSTEM FOR AN ELECTRIC VEHICLE,”filed May 18, 2010, now U.S. Pat. No. 8,453,770, which is (1) acontinuation-in-part of U.S. Utility application Ser. No. 12/322,218,entitled “ALL WHEEL DRIVE ELECTRIC VEHICLE POWER ASSIST DRIVE SYSTEM,”filed Jan. 29, 2009, abandoned, and (2) a continuation-in-part of U.S.Utility application Ser. No. 12/380,427, entitled “CONTROL SYSTEM FOR ANALL-WHEEL DRIVE ELECTRIC VEHICLE,” filed Feb. 26, 2009, now U.S. Pat.No. 7,739,005, all of which are hereby incorporated herein by referencein their entirety and made part of the present U.S. Utility PatentApplication for all purposes.

FIELD OF THE INVENTION

The present invention relates generally to electric vehicles and, moreparticularly, to a control system for an all-wheel drive electricvehicle.

BACKGROUND OF THE INVENTION

The advantages of using an all-wheel drive system in a vehicle are wellknown. In general, an all-wheel drive system improves traction, and thussafety, by allowing power to be sent to all four wheels, rather thanjust the front two or the rear two. Thus when traction is lost in one ormore wheels, for example due to wet or icy road conditions, the drivesystem can increase the torque to the axle/wheels with traction.

A variety of control systems have been developed to detect tireslippage, i.e., wheel spin, and to redirect the available torque to theremaining wheels. These control systems range from simple hydraulic andmechanical systems to relatively sophisticated electronic controlsystems. For example, U.S. Pat. No. 4,589,511 describes a tractioncontrol system that uses wheel spin sensors to detect the spinning of awheel or wheels, and an electronically controlled wheel braking systemto prevent wheel spinning.

Many of the current traction control systems, while providing efficienttraction control in a conventional vehicle utilizing a combustion enginedrive train, are unsatisfactory for a hybrid or all-electric vehicle dueto differences in vehicle weight and weight distribution, and moreimportantly differences in drive train torque and power capabilities.Accordingly, what is needed is a traction control system designed tomeet the needs of such alternative fuel vehicles in general, andall-electric vehicles in particular. The present invention provides sucha system.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates the basic elements of a dual electric motor drivesystem for use with the present invention;

FIG. 2 graphically illustrates the torque curves for exemplary primaryand assist motors;

FIG. 3 graphically illustrates the power curves for exemplary primaryand assist motors;

FIG. 4 illustrates the basic elements of a control system for a dualelectric motor drive system in accordance with the invention;

FIG. 5 illustrates the basic elements of a control system for a dualelectric motor drive system similar to that shown in FIG. 4, with theexception that each motor/power control module is coupled to a separateESS;

FIG. 6 illustrates the basic elements of the system controller shown inFIG. 4;

FIG. 7 illustrates the algorithm used to calculate the optimal torquesplit between the two drive trains, without taking into account wheelslip errors;

FIG. 8 illustrates the algorithm used to generate the look-up tableutilized by the optimal torque split unit;

FIG. 9 illustrates a block diagram of the traction and stability controlunit shown in FIG. 6;

FIG. 10 illustrates the basic elements of the system controller shown inFIG. 5;

FIG. 11 illustrates the basic elements of a control system for an EVutilizing a single primary motor coupled to one axle, and dual assistmotors coupled to the second axle;

FIG. 12 illustrates the basic elements of the system controller shown inFIG. 11;

FIG. 13 illustrates the algorithm used to calculate the optimal torquesplit between the three drive motors, without taking into account wheelslip errors;

FIG. 14 illustrates a block diagram of the traction and stabilitycontrol unit shown in FIG. 12;

FIG. 15 illustrates the basic elements of a control system for an EVutilizing a single electric motor coupled to one axle;

FIG. 16 illustrates the basic elements of the system controller shown inFIG. 15;

FIG. 17 illustrates the algorithm used to calculate the optimal torquerequest without taking into account wheel slip errors;

FIG. 18 illustrates the algorithm used to generate the look-up tableutilized by the torque control unit; and

FIG. 19 illustrates a block diagram of the traction control unit shownin FIG. 16.

DESCRIPTION OF THE SPECIFIC EMBODIMENTS

In the following text, the terms “electric vehicle” and “EV” may be usedinterchangeably and refer to an all-electric vehicle. Similarly, theterms “hybrid”, “hybrid electric vehicle” and “HEV” may be usedinterchangeably and refer to a vehicle that uses dual propulsionsystems, one of which is an electric motor and the other of which is acombustion engine. Similarly, the terms “all-wheel-drive” and “AWD” maybe used interchangeably and refer to a vehicle drive system in whichevery wheel, or every set of wheels sharing the same axel or axis, isprovided with a separate motor. Similarly, the terms “battery”, “cell”,and “battery cell” may be used interchangeably and refer to any of avariety of different rechargeable cell chemistries and configurationsincluding, but not limited to, lithium ion (e.g., lithium ironphosphate, lithium cobalt oxide, other lithium metal oxides, etc.),lithium ion polymer, nickel metal hydride, nickel cadmium, nickelhydrogen, nickel zinc, silver zinc, or other battery type/configuration.The term “battery pack” as used herein refers to multiple individualbatteries contained within a single piece or multi-piece housing, theindividual batteries electrically interconnected to achieve the desiredvoltage and current capacity for a particular application. The terms“energy storage system” and “ESS” may be used interchangeably and referto an electrical energy storage system that has the capability to becharged and discharged such as a battery, battery pack, capacitor orsupercapacitor. Lastly, identical element symbols used on multiplefigures refer to the same component, or components of equalfunctionality.

FIG. 1 illustrates the basic elements of a dual electric motor drivesystem 100 for use with the control system of the invention. As shown,each axle is coupled to an independent power source, specifically rearaxle 101 is coupled to an electric motor 103 via atransmission/differential assembly 105, and front axle 107 is coupled toan electric motor 109 via a transmission/differential assembly 111. Itshould be understood that the present invention is not limited to aspecific type/configuration of transmission or a specifictype/configuration of differential. For example, although a single speedtransmission is preferred, either or both transmissions can use amulti-speed transmission. Similarly, the differentials used with thepresent invention can be configured as open, locked or limited slip,although preferably an open or limited slip differential is used.

In the simplified illustration of FIG. 1, a single ESS/power controlmodule 113 is shown coupled to both motors 103/109. It should beunderstood, however, that the present invention is not limited to aspecific ESS/power control module configuration. Exemplaryconfigurations that are applicable to the present invention aredescribed in detail in co-pending U.S. patent application Ser. No.12/322,218, filed Jan. 29, 2009, the disclosure of which is incorporatedherein for any and all purposes.

In a preferred embodiment of the invention, one of the two motors is theprimary drive motor, e.g., motor 103, while the second motor, e.g.,motor 109, is relegated to the role of an assisting motor. Preferablyboth motors 103 and 109 are AC induction motors. Additionally, in apreferred embodiment assist motor 109 is designed to have a relativelyflat torque curve over a wide range of speeds, and therefore is capableof augmenting the output of primary motor 103 at high speeds,specifically in the range in which the torque of primary motor 103 isdropping off. FIGS. 2 and 3 illustrate torque and power curves,respectively, of exemplary motors. In particular, curves 201 and 301represent the torque and power curves, respectively, of an exemplaryprimary motor; curves 203 and 303 represent the torque and power curves,respectively, of an exemplary assist motor; and curves 205 and 305represent the torque and power curves, respectively, of the combinationof the exemplary primary and assist motors.

It will be understood that the gear ratios of transmission/differentialelements 105 and 111 may be the same, or different, from one another. Ifthey are the same, FIGS. 2 and 3 show the motor speeds of both motors.If they are different, FIGS. 2 and 3 show the motor speed of the primarymotor, with the motor speed of the secondary motor converted based on agear ratio conversion factor. FIGS. 2 and 3 illustrate that in at leastone configuration, the maximum amount of assist torque can besubstantially constant throughout the motor speed, and hence vehiclespeed, range of operation (FIG. 2), and as a result the maximum amountof assist power increases as a function of motor speed (FIG. 3). Thispreferred configuration applies to both the motoring and regeneratingmodes of operation. One benefit of this approach is that it can be usedto compensate for torque fall-off at higher speeds, a characteristictypical of electric motors with limited operating voltage. Anotherbenefit of significantly increasing the high speed capabilities of avehicle in accordance with the preferred embodiment of the invention isimproved vehicle performance, specifically in the areas of top speed,high speed acceleration, and hill climbing abilities. Lastly, byutilizing a dual drive approach, in some configurations a lower totalmotor weight can be achieved than is possible with a single motor sizedto provide similar peak power capabilities.

As previously noted, the curves shown in FIGS. 2 and 3 assume the use ofAC inductions motors even though the use of a specific motor or motorconfiguration is not a requirement of the invention. Curve 201illustrates a characteristic common of many such electric motors, i.e.,exhibiting a relatively flat peak torque at low speeds that then dropsoff at higher speeds. As used herein, a motor's “base speed” is definedas the speed at which the torque drops to 95% of the flat peak torqueand will continue to drop after the base speed up to the top speed underconstant power source limits. Therefore, for curve 201, this knee pointoccurs at a point 207 on the curve, leading to a base speed ofapproximately 7200 rpm. As used herein, a motor's “drive system basespeed” is equivalent to the motor's base speed after gearing, i.e., themotor base speed divided by the transmission gear ratio. As describedabove and illustrated in FIGS. 2 and 3, preferably assist motor 109 isdesigned to provide a much higher drive system base speed than the drivesystem base speed of primary motor 103; more preferably assist motor 109is designed to provide at least a 50% higher drive system base speedthan the drive system base speed of primary motor 103.

The basic configuration illustrated in FIG. 1 provides a number ofadvantages over a single drive EV. First, the dual motor configurationprovides superior traction control as power is coupled to both axles,therefore providing power to at least one wheel per axle. It will beappreciated that additional traction control can be achieved if one orboth differentials utilize a limited slip or locking configuration,thereby coupling power to the remaining wheel or wheels. Second, bycoupling each axle to an independent power source, vehicle traction, andtherefore stability, can be dramatically improved since the torquesupplied to the front wheel(s) versus the rear wheel(s) can be varieddepending upon the specific situation. For example, while making a turnit may be advantageous to gradually increase the torque supplied to thefront wheel(s) versus the rear wheel(s). Similarly, in icy roadconditions, it may be desirable to increase the torque supplied to thefront wheel(s). Third, by utilizing a dual motor configuration,regenerative braking can be used with respect to both sets of wheels,thus providing enhanced braking as well as improved battery chargingcapabilities. Fourth, assuming an assist motor with a relatively flattorque curve, in addition to providing additional power at all speeds,the assist motor provides greatly enhanced performance at high speedswhen the primary motor starts losing torque.

As previously noted, the use of a dual drive configuration offers anumber of advantages over a single drive configuration. The presentinvention expands upon these advantages by providing a torque andtraction control system that is capable of rapidly and efficientlysplitting the torque between the two drive systems. As a consequence,wheel slippage is minimized and vehicle traction and stability isgreatly improved in a variety of operating conditions. Theseimprovements are evident in both cornering and straight-line traction,and in wheel slip control.

FIG. 4 illustrates the basic configuration of a preferred embodiment ofthe invention. As shown, primary motor 103 is connected to the ESS 401via the primary power control module 403. Similarly, assist motor 109 isconnected to ESS 401 via a secondary power control module 405. Primaryand secondary power control modules 403 and 405 each include a DC to ACinverter. The power control modules 403/405 are used to ensure that thepower delivered to motors 103/109 or the regenerated power recoveredfrom motors 103/109 have the desired voltage, current, waveform, etc. Assuch, power control modules 403/405 may be comprised of passive powerdevices (e.g., transient filtering capacitors and/or inductors), activepower devices (e.g., semiconductor and/or electromechanical switchingdevices, circuit protection devices, etc.), sensing devices (e.g.,voltage, current, and/or power flow sensors, etc.), logic controldevices, communication devices, etc.

Although FIG. 4 shows a single ESS, as previously noted otherconfigurations can be used with the invention, for example ones in whicheach motor is connected to a separate ESS.

Alternate ESS and power control configurations are described in detailin co-pending U.S. patent application Ser. No. 12/322,218, filed Jan.29, 2009, the disclosure of which is incorporated herein for any and allpurposes.

In accordance with the invention, system 400 includes a torque andtraction controller 407 that determines the power, i.e., voltage,current, and waveform, that each of the power control modules suppliesto their respective motors, and thus the torque and power that eachmotor applies to the wheel or wheels to which it is coupled. In order tocalculate the appropriate power to be supplied to each motor, and thusthe torque/power to be supplied to the individual wheels, torque andtraction controller 407 is coupled to, and receives data from, a varietyof sensors throughout the vehicle. In general, these sensors can bedivided into four groups; those used to monitor vehicle performance,those used to monitor the drive system, those used to monitor thecondition and performance of the ESS and the power control electronics,and those used to monitor user input. A description of exemplary sensorsfor each group of sensors follows.

-   -   Vehicle Performance Sensors—The sensors within this group        monitor the on-going performance of the vehicle by monitoring        wheel spin, and thus tire slippage. Preferably a wheel spin        sensor is coupled to each wheel, i.e., sensors 409-412.    -   Drive System Sensors—The sensors within this group monitor the        performance of the primary and assist motors. Preferably coupled        to the primary motor is a temperature sensor 413 and a motor        speed sensor 415, and coupled to the assist motor is a        temperature sensor 417 and a motor speed sensor 419.    -   ESS and Power Control Electronics Sensors—The sensors within        this group monitor the condition of the ESS and power control        modules. Preferably coupled to ESS 401 is a temperature sensor        421, a voltage sensor 423 and a current sensor 425. Preferably        coupled to primary power control module 403 is a temperature        sensor 427. Preferably coupled to secondary power control module        405 is a temperature sensor 429.    -   User Input Sensors—The sensors within this group monitor user        input. Exemplary sensors in this group include a brake sensor        431, an accelerator sensor 433, and a steering sensor 435. These        sensors can be coupled to the corresponding pedals and/or        steering wheel, coupled to the corresponding linkage, or        otherwise coupled to the vehicle drive systems such that        braking, accelerator and steering data is obtained. The system        may also include a gear selection sensor 437 if the vehicle        includes a multi-gear transmission, as opposed to a single speed        transmission. The system may also include a mode selection        sensor 439 if the vehicle allows the user to select from        multiple operating modes, e.g., high efficiency mode, high        performance mode, etc.

Although the primary sensors used by torque and traction controller 407are shown in FIG. 4 and described above, it will be appreciated that theinvention can use other sensors to provide additional information thatcan be used to determine the optimal torque split between the primaryand assist drive system. For example, by monitoring the ambienttemperature and/or monitoring humidity/rainfall, the system can adaptfor inclement weather, i.e., wet and slippery conditions or potentialicy conditions. Similarly, by monitoring vehicle incline, the system canadapt for steep hill climbing or descending conditions.

As previously noted, the present invention is not limited to vehiclesystems in which both drive trains are coupled to a single ESS. Forexample, FIG. 5 illustrates a torque and traction control system similarto that shown in FIG. 4, with the exception that each motor/powercontrol module is coupled to a separate ESS. Specifically, primary motor103 and primary power control module 403 are coupled to ESS 501 whileassist motor 109 and secondary power control module 405 are coupled toESS 503. In this embodiment, primary motor ESS 501 includes temperature,voltage and current sensors 505-507, respectively, and assist motor ESS503 includes temperature, voltage and current sensors 509-511,respectively. If desired, the ESS 501 can be coupled to ESS 503, forexample using a bi-directional DC/DC converter (not shown) as describedin detail in co-pending U.S. patent application Ser. No. 12/322,218,filed Jan. 29, 2009, the disclosure of which is incorporated herein forany and all purposes.

FIG. 6 provides a more detailed schematic of torque and tractioncontroller 407. As shown, data from the brake sensor 431, acceleratorsensor 433, gear selection sensor 437 (if the vehicle has multiplegears) and mode selection sensor 439 (if the vehicle includes multiplemodes) are input into the vehicle torque command generation unit 601.The computed vehicle speed, referred to herein as “C_vspeed”, is alsoinput into the vehicle torque command generation unit 601. C_vspeed iscomputed by the traction command generation unit 609. The output of unit601 is a total torque requirement request, referred to herein as“C_torque”. C_torque is the torque required from the combined drivetrains.

The maximum torque available from the primary and assist motors,referred to herein as “C_maxtorque1” and “C_maxtorque2”, are calculatedby the primary torque limiting unit 603 and the assist torque limitingunit 605, respectively. The inputs to the primary torque limiting unit603 are the data from primary motor temperature sensor 413, primarymotor speed sensor 415, and primary power control module temperaturesensor 427. The inputs to the assist torque limiting unit 605 are thedata from assist motor temperature sensor 417, assist motor speed sensor419, and secondary power control module temperature sensor 429. Assuminga single ESS configuration, for example as shown in FIG. 4, ESS datainput to both units 603 and 605 are the ESS temperature data from sensor421 as well as the ESS voltage and current data from sensors 423 and425, respectively. If the drive trains use separate ESS systems asillustrated in FIG. 5, then the ESS data input into unit 603 is fromsensors 505-507 and the data input into unit 605 is from sensors509-511.

The torque required from the combined drive trains calculated by unit601, and the maximum available torque for the primary and assist motors,calculated by units 603 and 605 respectively, are input into the optimaltorque split unit 607 as is the computed vehicle speed. Unit 607optimizes the torque split between the two drive trains without takinginto account wheel slip, thus splitting the desired combined torque,i.e., C_torque, into an optimal primary motor torque request and anoptimal assist motor torque request, the split based solely on achievingmaximum operating efficiency within the limits of the available torquefor each motor.

The system of the invention uses a simple continuously running algorithmto determine the optimal torque split, as illustrated in FIG. 7. Asshown, initially C_torque, C_vspeed, C_maxtorque1 and C_maxtorque2 areread (step 701). Next, temporary values for the torque for primary motor103 (C_temptorque1) and for assist motor 109 (C_temptorque2) aredetermined, as well as values for the motor flux for primary motor 103(C_flux1) and for assist motor 109 (C_flux2). (Step 703). This step isperformed by interpolating data from a look-up table, described infurther detail below, that contains optimal torque (i.e., T1 and T2) andoptimal flux values (i.e., F1opt and F2opt) based on vehicle speed andtotal requested torque. The temporary torque values set in step 703,based on the look-up table, are then compared to the maximum availabletorque values (step 705) calculated by the primary torque limiting unitand the assist torque limiting unit. If the temporary torque values areless than the maximum available torque values, then the temporary torquevalues are output as C_torque1 e (primary motor) and C_torque2 e (assistmotor); if the temporary torque values are greater than the maximumavailable torque values, then the maximum available torque values areoutput as C_torque1 e and C_torque2 e. (Steps 707 and 709). The fluxcommand values for the primary motor, i.e., C_flux1, and the assistmotor, i.e., C_flux2, are also output in step 709.

FIG. 8 illustrates the preferred algorithm used to generate thethree-dimensional look-up table utilized by the optimal torque splitunit 607. In step 801, a first loop is initiated in which vehicle speed,W, is stepped through from a minimum value, Wmin, to a maximum value,Wmax, in steps of Wstep. In step 803, a second loop is initiated inwhich total vehicle torque, T, is stepped through from a minimum value,Tmin, to a maximum value, Tmax, in steps of Tstep. In step 805, a thirdloop is initiated in which the torque of the primary motor, T1, isstepped through from a minimum value, T1min, to a maximum value in stepsof T1step. The maximum value in step 805 is the smaller of T1max and T.

In the next series of steps, steps 807-809, the optimum flux value,F1opt, for the primary motor is determined for each value of T1.Initially, for a given value of T1 the primary motor flux F1 is steppedthrough from a minimum value, F1min, to a maximum value, F1max, in stepsof F1step. Then for each value of T1 and F1, a value for primary motorinput power, P1, is calculated. Next, F1opt is determined, based onachieving the minimum input power, P1min.

In the next series of steps, steps 811-814, the optimum flux value,F2opt, for the assist motor is determined for each value of T1.Initially for a given value of T1, the corresponding value for thetorque of the assist motor, T2, is determined, where T2 is equal to Tminus T1. Then the assist motor flux F2 is stepped through from aminimum value, F2min, to a maximum value, F2max, in steps of F2step.Next, the value for the assist motor input power, P2, is calculated foreach value of T2 and F2. Lastly, F2opt is determined, based on achievingthe minimum input power, P2min.

In step 815 a minimum total motor input power, Pmin, is calculated,where Pmin is equal to P1min plus P2min. Next, the smallest Pmin isfound for the value of T1 for this particular iteration of the T1 loop.(Step 817) Lastly, for the smallest Pmin and the current T and W, valuesfor T1, T2, F1opt and F2opt are output. (Step 819)

The traction control command generation unit 609 provides severalfunctions. As input, data from each wheel spin sensor, i.e., sensors409-412, is feed into unit 609. Additionally, data from primary motorspeed sensor 415, assist motor speed sensor 419, and steering sensor 435are input into the traction control command generation unit. Using thisdata, unit 609 calculates vehicle speed, C_vspeed, which is input intothe vehicle torque command generation unit 601 as previously noted. Unit609 also uses the motor speed data to provide error checking.

A primary function of unit 609 is to calculate wheel slip ratios foreach wheel, the wheel slip ratio being the difference between the wheelspeed and the vehicle speed, divided by the greater of the wheel speedand the vehicle speed. After calculating the wheel slip ratio for eachwheel as a function of vehicle speed, a wheel slip ratio for each axleis calculated. The wheel slip ratio for an axle must take into accountthat different wheels on the same axle may experience different degreesof slip, and thus exhibit different slip ratios. For a limited slipdifferential, and in most other cases as well, preferably the higher ofthe two wheel slip ratios for a given axle is taken as the wheel slipratio for that particular axle.

In order to determine if the wheel slip ratio for a given axle isgreater than desired, the wheel slip ratio must be compared to a targetwheel slip ratio contained within a lookup table. The lookup tableprovides target wheel slip ratios as a function of speed and steeringangle. The lookup table can be based on well known target ratios or, asis preferred, based on test data obtained for that particular vehicleand vehicle configuration. For each axle, the difference between thecomputed wheel slip ratio and the target wheel slip ratio yields thecomputed slip error, referred to herein as “C_sliperror1” for the wheelslip ratio error of the primary-driven axle 101 and “C_sliperror2” forthe wheel slip ratio error of the assist-driven axle 107. To preventcontrol chatter, preferably hysteresis is incorporated into thecomparator used in this calculation by means of a dead band, i.e.,neutral zone. In addition to controlling chatter, the hysteresis bandalso allows for a small amount of additional wheel slippage, which maycompensate for vehicle weight dynamic distribution and improveacceleration and deceleration performance.

The computed slip errors, C_sliperror1 and C_sliperror2, along with thevalues for the optimized torque split, C_torque1 e and C_torque2 e, andthe total requested torque, C_torque, are input into the first stage ofthe traction and stability control unit 611. Details of unit 611 areshown in FIG. 9. As shown, the first stage independently minimizes thewheel slip ratio errors using a feedback control system, for exampleusing a lead-lag controller, sliding-mode controller, PID controller orother linear or non-linear controller type. Preferably PID controllersare used for the compensators 901/902 in the first stage feedbackcontrol system. In the second stage of unit 611, motor speed fastdisturbances are independently minimized using high pass filters 903/904and compensators (preferably PID controllers) 905/906. Motor speed fastdisturbances can be caused, for example, by sudden large reductions ofload torque on the motor shaft during an excessive wheel slip event, orby sudden large additions of load torque on the motor shaft from one ortwo stuck wheels.

Between the first and second stages is a transient torque boostfeedforward control circuit, referred to in the figure as dynamic boost,which adds an amount of torque to each axle. The amount of added torqueis proportional to the difference between the driver torque requestafter the first stage of traction control and the combined torquecommand, C_torque. The proportional constants K1 and K2 may be tuned tobe different between the two axles. The feedforward torques enhance thevehicle performance, vehicle response to driver request and drivabilitywithout compromising traction control and vehicle stability. Thefeedforward torques are zero when the torque request is fully met, withzero effective wheel slip ratio errors and with the maximum torquelimits not in effect. During a wheel slip event that causes a torquereduction on an axle, an effect of the feedforward control is toincrease the torque command to the other axle that has a bettertire-to-road grip. The feedforward control also adds a torque command tothe axle experiencing wheel slip, but due to the relatively smaller gainin the feedforward path, the wheel slip ratio error feedback loop stilldominates and will minimize the wheel slip ratio error.

After the second stage of traction control, torque limiters 907/908independently limit the torque commands issuing from the second stagebased on C_maxtorque1 and C_maxtorque2. The output of the torquelimiters 907/908 are torque commands C_torque1 and C_torque2. The torquecommands from the limiters and the flux commands, C_flux1 and C_flux2,from the optimal torque split unit 607 are input into control modules403 and 405 as shown in FIG. 6. Power control modules 403 and 405 canuse any of a variety of motor control techniques, e.g., scalar control,vector control, and direct torque control. Vector control allows fastand decoupled control of torque and flux. In at least one preferredembodiment of the invention, the control modules utilize a pulse widthmodulator (PWM) control circuit.

In some instances, the torque and flux motor control commands may besubject to further limitation, specifically due to component overheatingand/or ESS power limitations. Such command limits may be applied by anadditional limiter circuit within the torque and traction controller407, or within the power control modules as illustrated in FIG. 6. Ingeneral, such limiters monitor the temperatures of the motors viasensors 413/417, the temperatures of the power electronics via sensors427/429, and the temperature, voltage and current of ESS 401 via sensors421/423/425. If multiple ESS systems are used, as previously described,then the temperature, voltage and current of each ESS system are takenas inputs to the limiters. In at least one embodiment using a single ESSsystem, if the ESS temperature is above a threshold temperature, thenthe commands to the motors are proportionally reduced. If thetemperature of a particular power control module or a particular motoris above its preset temperature threshold, then the control commandssent to that particular motor are reduced. Preferably in such aninstance the control commands sent to the non-affected motor aresufficiently increased to ensure that the total requested torque,C_torque, is met. The limiters may rely on a look-up table that providespreset command reductions as a function of the amount that a monitoredtemperature is above its respective preset temperature threshold.

In accordance with at least one preferred embodiment, the torque andtraction controller 407 uses multiple processing frequencies, thespecific frequency depending upon the function of the unit in question.For example, a dual frequency approach can be used in which a relativelylow frequency is applied in order to optimize the performance of the twodrive systems based on general operating conditions, while a second,higher frequency is applied in order to quickly respond to rapidlydeveloping transient conditions, e.g., wheel slippage. In this preferredapproach, low frequency cycling is applied to the torque commandgeneration unit 601, the torque limiting units 603/605, the optimaltorque split unit 607 and the various temperature, voltage, current, andspeed sensors. Preferably the low frequency is selected to be within therange of 100 Hz to 2 kHz, more preferably in the range of 500 Hz to 1.5kHz, and even more preferably set at approximately 1 kHz. High frequencycycling is applied to the traction and stability control unit 611,control modules 403/405 and the wheel slip sensors, and is preferably ata frequency of about 10 to 30 times that of the low frequency, and morepreferably at a frequency of approximately 20 kHz. As the tractioncontrol command generation unit 609 monitors wheel slippage andgenerates the slip errors for each axle, preferably it operates at thehigh cycle frequency although in at least one embodiment, it operates atan intermediate rate, e.g., 5-10 kHz.

As previously noted, the present control system can be used with an EVthat utilizes a single ESS for both drives, or one which utilizes an ESSper drive. The system and methodology is basically the same aspreviously described in detail, except that the temperature, current andvoltage of each ESS must be monitored and taken into account. Thus, forexample, the control system shown in FIG. 6 would be modified as shownin FIG. 10. Specifically, the temperature, current and voltage of theprimary ESS 501 would be sensed with sensors 505-507 and input into theprimary torque limiting unit 603 and the primary control module 403; andthe temperature, current and voltage of the secondary ESS 503 would besensed with sensors 509-511 and input into the assist torque limitingunit 605 and the assist control module 405.

The inventor also envisions using the torque and traction control systemof the invention with an EV that includes a primary drive train and asecondary drive train with dual assist motors. Such a system can utilizeeither a single ESS system similar to that of FIG. 4, or dual ESSsystems similar to that of FIG. 5. Suitable alternate ESS and powercontrol configurations are described in detail in co-pending U.S. patentapplication Ser. No. 12/322,218, filed Jan. 29, 2009, the disclosure ofwhich is incorporated herein for any and all purposes. System 1100 shownin FIG. 11 is intended to illustrate one such configuration.

System 1100 is based on the configuration shown in FIG. 4, with singleassist motor 109 being replaced with dual assist motors 1101 and 1103.Preferably assist motors 1101 and 1103 are coupled to split axles 1105and 1107 via gear assemblies 1109 and 1111. In these embodiments, motors1101 and 1103 are coupled to ESS 401 via first and second assist powercontrol modules 1113 and 1115, respectively, thereby providingindependent torque control over motors 1101 and 1103. System 1100includes a torque and traction controller 1117 that performs the samefunctions, and operates in a similar manner, to previously describedtorque and traction controller 407. In system 1100, however, torquecontroller 1117 must control two separate assist motors 1101 and 1103via dual assist power control modules 1113 and 1115, rather than asingle assist motor via a single power control module. Additionally,torque controller 1117 monitors the temperature of both motors 1101 and1103 via temperature sensors 1119/1121, respectively; monitors the motorspeed of both motors 1101 and 1103 via motor speed sensors 1123/1125,respectively; and monitors the temperature of both assist power controlmodules via temperature sensors 1127/1129, respectively.

In the preferred embodiment of the dual assist drive configuration,assist motors 1101 and 1103 use identical motors. This configuration ispreferred since the two assist driven wheels are on the same axis andunder most driving conditions, will experience a similar range of wheelslippage. Under these conditions it is desirable for both assist motorsto apply a similar amount of torque to their respective wheels.Accordingly, using identical assist motors simplifies system design.

Torque and traction control system 1117 operates in a manner quitesimilar to that described above relative to control system 407, with afew important differences. FIG. 12 is a schematic of controller 1117.Vehicle torque command generation unit 601 functions as previouslydescribed, as does primary torque limiting unit 603. In thisconfiguration, however, there are two assist torque limiting units 1201and 1203, each having as inputs data from their respective temperatureand motor speed sensors as well as the temperature data from theirrespective control modules 1113 and 1115. The output from units 1201 and1203 are the maximum available torque for the right and left assistmotors, i.e., C_maxtorque2 r and C_maxtorque2 l. Although in generalthese values will be the same, it will be appreciated that under somecircumstances the temperature of a particular assist motor and/or aparticular assist power control module may be higher than that of theother assist drive, potentially resulting in different maximum availabletorque values.

Optimal torque split unit 1205 splits the desired combined torque, i.e.,C_torque, into three components without taking into account wheel slip.As shown in FIG. 13, the algorithm previously described in relation toFIG. 7 undergoes minor modifications in order to output the three torquecomponents. Initially C_torque, C_vspeed, C_maxtorque1, C_maxtorque2 rand C_maxtorque2 l are read (step 1301). Next, temporary values for thetorque for primary motor 103 (C_temptorque1) and for assist motors 1101and 1103, combined (C_temptorque2) are determined, as well as values forthe motor flux for primary motor 103 (C_flux1) and for assist motors1101 and 1103, combined (C_flux2). (Step 1303). This step is performedby interpolating data from the look-up table, described previouslyrelative to FIG. 8, that contains optimal torque (i.e., T1 and T2) andoptimal flux values (i.e., F1opt and F2opt) based on vehicle speed andtotal requested torque. Note that the values are only divided into twosets, i.e., one set for the front axle and one set for the rear axle.Next, the set of values for the front axle, assuming the dual assistmotors are coupled to the front axle, are divided in half such that halfof the torque is applied to each assist motor, and the same flux isapplied to each assist motor. (Step 1305). The temporary torque valuesset in steps 1303 and 1305 are then compared to the maximum availabletorque values (step 1307) calculated by the primary torque limiting unitand the two assist torque limiting units. If the temporary torque valuesare less than the maximum available torque values, then the temporarytorque values are output as C_torque1 e (primary motor), C_torque2 er(1^(st) assist motor) and C_torque2 el (2^(nd) assist motor); if thetemporary torque values are greater than the maximum available torquevalues, then the maximum available torque values are output as C_torque1e, C_torque2 er and C_torque2 el. (Steps 1309 and 1311). The flux valuesfor the primary motor, i.e., C_flux1, and the assist motors, i.e.,C_flux2 r and C_flux2 l, are also output in step 1311.

Traction control command generation unit 1207 operates in a mannersimilar to that of unit 609, except that it computes and outputs threeslip errors, i.e., C_sliperror1, C_sliperror2 r and C_sliperror2 l. Asin the previous embodiment, the unit calculates wheel slip ratios foreach wheel. For the axle coupled to a single motor, i.e., primary motor103, a wheel slip ratio for the axle is calculated, preferably using thehigher of the two wheel slip ratios for that particular axle. For thesplit axle, two wheel slip ratios are used, one per wheel. The threewheel slip ratios are then compared to target wheel slip ratioscontained within a lookup table, the lookup table providing target wheelslip ratios as a function of speed and steering angle. For each axle orhalf-axle, the difference between the computed wheel slip ratio and thetarget wheel slip ratio yields the computed slip error, referred toherein as “C_sliperror1” for the wheel slip ratio error of theprimary-driven axle 101, “C_sliperror2 r” for the wheel slip ratio errorof the right wheel of first assist-driven axle 1105, and “C_sliperror2l” for the wheel slip ratio error of the left wheel of secondassist-driven axle 1107.

As illustrated in FIG. 14, the computed slip errors along with thevalues for the optimized torque split and the total requested torque areinput into the first stage of the traction and stability control unit1209. The first stage independently minimizes the wheel slip ratioerrors using a feedback control system, for example using lead-lagcompensators or a PID controllers 1401/1402/1403 as shown. In the secondstage of unit 1209, motor speed fast disturbances are independentlyminimized using high pass filters 1405/1406/1407 and compensators(preferably PID controllers) 1409/1410/1411. As in the previousembodiment, between the first and second stages is a transient torqueboost feedforward control circuit which adds an amount of torque to eachdrive motor. After the second stage of traction control, torque limiters1413/1414/1415 independently limit the torque commands issuing from thesecond stage based on C_maxtorque1, C_maxtorque2 r and C_maxtorque2 l.The output of the torque limiters 1413/1414/1415 are torque commandsC_torque1, C_torque2 l and C_torque2 r.

The torque commands from the limiters, i.e., C_torque1, C_torque2 r andC_torque2 l, and the flux commands from the optimal torque split unit1205, i.e., C_flux1, C_flux2 r and C_flux2 l, are input into controlmodules 403, 1113 and 1115. As previously described, the power controlmodules can use any of a variety of motor control techniques. Preferablytorque and traction controller 1117 uses multiple processing frequenciesas previously described relative to controller 407.

Although multiple drive systems are required in order to gain all of thebenefits of the present invention, the inventor has found that withcertain modifications, even a single drive system as described below canachieve improved performance via improved efficiency and more effectivetraction control. An exemplary configuration of a single drive EV 1500is shown in FIG. 15. EV 1500 is basically the same as EV 400 with theremoval of the assist drive system and associated components. FIG. 16illustrates a schematic of controller 1501.

Vehicle torque command generation unit 601 functions as previouslydescribed, outputting a torque requirement request, i.e., C_torque,while traction control command generation unit outputs the computedvehicle speed, i.e., C_vspeed. Torque limiting unit 603 calculates themaximum available torque based on monitored data from motor 103, powercontrol module 403 and ESS 401.

Optimal torque control unit 1601 determines an optimal torque,C_torquee, based on the torque request, C_torque, the vehicle speed,C_vspeed, and the maximum available torque, C_maxtorque, without takinginto account wheel slip. In order to make this calculation, both thealgorithm described relative to FIG. 7 and the look-up table algorithmdescribed relative to FIG. 8 are simplified as shown in correspondingFIGS. 17 and 18.

In the first step shown in FIG. 17, C_torque, C_vspeed and C_maxtorqueare read. (Step 1701). Next, temporary values for the torque,C_temptorque, and for the flux, C_flux, are determined (step 1703) byinterpolating data from a look-up table. The temporary torque value setin step 1703 is then compared to (step 1705), and limited by (step1707), the maximum available torque value calculated by torque limitingunit 603, before being output as C_torquee (step 1709). The flux valuefor the motor, i.e., C_flux, is also output in step 1709. The algorithmused to generate the look-up table used in step 1703 is illustrated inFIG. 18. As shown, the approach is similar to that illustrated in FIG.8, except that is has been simplified due to the elimination of theassist drive system. In step 1801, a first loop is initiated in whichvehicle speed, W, is stepped through from a minimum value, Wmin, to amaximum value, Wmax, in steps of Wstep. In step 1803, a second loop isinitiated in which total vehicle torque, T, is stepped through from aminimum value, Tmin, to a maximum value, Tmax, in steps of Tstep. In thenext series of steps, steps 1805-1807, the optimum flux value, Fopt, isdetermined. Initially, for a given value of T the motor flux F isstepped through from a minimum value, Fmin, to a maximum value, Fmax, insteps of Fstep (step 1805). Then for each value of T and F, a value formotor input power, P, is calculated (step 1806). Next, Fopt isdetermined, based on achieving the minimum input power, Pmin (step1807). In the last step, values for Fopt are output as a function of Tand W (step 1809).

Traction control command generation unit 1603 operates in a mannersimilar to that of unit 609, except that it computes a single sliperror, C_sliperror. In this embodiment, unit 1603 calculates wheel slipratios for each wheel of driven axle 101. The wheel slip ratio for thisaxle is then calculated, preferably using the higher of the two wheelslip ratios. The wheel slip ratio is then compared to a target wheelslip ratio contained within a lookup table, the lookup table providingtarget wheel slip ratios as a function of speed and steering angle. Thedifference between the computed wheel slip ratio and the target wheelslip ratio yields the computed slip error, referred to herein as“C_sliperror”.

As illustrated in FIG. 19, the computed slip error and the optimizedtorque are input into the first stage of the traction control unit 1605.The first stage independently minimizes the wheel slip ratio error usinga feedback control system, for example using a lead-lag compensator, aPID controller 1901, or other controller type. In the second stage ofunit 1605, motor speed fast disturbances are independently minimizedusing a high pass filter 1903 and a compensator (preferably a PIDcontroller) 1905. Preferably, controllers 1901 and 1905 have differentbandwidths and dynamic responses. For example, the bandwidth of thefirst stage loop is preferably lower than that of the second stage. Inat least one embodiment, the sampling frequency of both loops is thesame. High pass filter 1903 is designed to remove dc and certain lowfrequency components of the input motor speed. After the second stage oftraction control, a torque limiter 1907 limits the torque commandissuing from the second stage based on C_maxtorque. The output of torquelimiter 1907 is torque command C_torque1.

The torque command from the limiter, i.e., C_torque1, and the fluxcommand from the optimal torque unit 1601, i.e., C_flux, are input intocontrol module 403. As previously described, the power control modulecan use any of a variety of motor control techniques. Preferably torqueand traction controller 1501 uses multiple processing frequencies aspreviously described relative to controller 407.

As will be understood by those familiar with the art, the presentinvention may be embodied in other specific forms without departing fromthe spirit or essential characteristics thereof. Accordingly, thedisclosures and descriptions herein are intended to be illustrative, butnot limiting, of the scope of the invention which is set forth in thefollowing claims.

1. (canceled)
 2. An electric vehicle drive system comprising: first andsecond electric motors; first and second torque limiters for the firstand second electric motors, respectively, the first and second torquelimiters configured to generate respective first and second maximumtorques; and a torque splitter configured to receive first input thatincludes at least a total torque request for the first and secondelectric motors and the first and second maximum torques, the torquesplitter further configured to process the first input and to generateat least respective first and second torque requests for the first andsecond electric motors.
 3. The electric vehicle drive system of claim 2wherein the torque splitter generates a zero second torque request if amotor speed of the first electric motor exceeds a threshold.
 4. Theelectric vehicle drive system of claim 3 wherein the threshold isgreater than or equal to a first electric motor base speed.
 5. Theelectric vehicle of claim 4 wherein the second electric motor is an ACinduction motor.
 6. The electric vehicle of claim 4 wherein the firstelectric motor is not an AC induction motor.
 7. The electric vehicledrive system of claim 2 wherein the torque splitter is configured todirect a torque request to the second motor only if the first maximumtorque is less than a threshold.
 8. The electric vehicle drive system ofclaim 7 wherein the threshold is 95% or less of the first maximum torqueat a first motor speed of 1000 rpm.
 9. The electric vehicle drive systemof claim 8 wherein the second electric motor is an AC induction motor.10. The electric vehicle drive system of claim 8 wherein the firstelectric motor is not an AC induction motor.
 11. The electric vehicledrive system of claim 3 wherein the threshold is greater than or equalto a vehicle speed.
 12. An electric vehicle drive system comprising: aprimary electric motor; an assist electric motor; a first torquelimiting unit configured to generate a first maximum torque using aprimary electric motor speed; a second torque limiting unit configuredto generate a second maximum torque using an assist electric motorspeed; a torque control unit configured to receive input from anaccelerator sensor and a brake sensor and to determine a total requiredtorque; and a torque split unit configured to use the first maximumtorque, the second maximum torque, and the total required torque tocompute a primary electric motor torque and an assist electric motortorque.
 13. The electric vehicle drive system of claim 12 wherein thetorque split unit computes a zero assist electric motor torque if amotor speed of the primary electric motor exceeds a threshold.
 14. Theelectric vehicle drive system of claim 13 wherein the threshold isgreater than or equal to a primary electric motor base speed.
 15. Theelectric vehicle of claim 14 wherein the assist electric motor is an ACinduction motor.
 16. The electric vehicle of claim 12 wherein the torquesplit unit only computes a non-zero assist electric motor torque if thefirst maximum torque is insufficient to achieve the total requiredtorque.
 17. The electric vehicle drive system of claim 16 wherein theassist electric motor has a flat torque curve over a range of speedscovering at least 9,000 rpms.
 18. The electric vehicle drive system ofclaim 17 wherein the torque splitter is configured to direct a torquerequest to the assist motor only if the first maximum torque is lessthan a threshold.
 19. The electric vehicle drive system of claim 18wherein the threshold is 95% or less of the first maximum torque at aprimary motor speed of 1000 rpm.
 20. The electric vehicle drive systemof claim 19 wherein the assist electric motor is an AC induction motor.21. The electric vehicle drive system of claim 20 wherein the primaryelectric motor is not an AC induction motor.